Car-brake for railroads.



PATENTED SEPT. 6, 1904.

E. A. WAGENBR. GAR BRAKE FOR RAILROADS.

APPLICATION FILED SEBT. 30, 1903.

3 SHEBTSSHEET 1.

NO MODEL.

BYCJ Z WITNESSES. 0 24/104 5%.

No. 769,576. PATENTED SEPT. 6, 1904. E. A. WAGBNER. GAR BRAKE FORRAILROADS.

APPLICATION FILED SEPT. 30. 1903.

[ H1 lit: L J F LJ WITNESSES: INVENTOR.

d/fwawm zwm 21 MW,

A770 EX N0 MODEL.

PATENTED SEPT. 6, 1904.

E. A. WAGBNER. CAR BRAKE FOR RAILROADS.

APPLICATION FILED SEPT. 30, 1903.

3 SHEETS-SHEET 3.

ATT NEY.

Patented September 6, 1904,

FFICE.

EDlVARD A. XVAGENER, OF DENVER, (OLORADQ CAR-BRAKE FOR RAILROADS.

SPECIFICATION forming part of Letters Patent No. 769,576, dated.Ueptember 6, 1904.

Application filed September 80, 1903. Serial N0. 175,250. (No model.)

To (0/7 7171mm it 711/[7 POW/(0771A Be it known that I, EDWARD A.\VAGnNnR, a

citizen of the United States, residing in the city and county of Denverand State of Colorado, have invented a certain new and usefulImprovement in Car-Brakes for Railroads; andl hereby declare thefollowing to be a clear and exact specification of the invention, suchas will enable others skilled in the art to which it appertains to makeand use the same.

My invention relates to an improvement in car-brakes for railroads, andhas for its object to so construct and arrange such a device incombination with an operating mechanism as will effectually prevent thesliding of carwheels when the brake is applied.

A further object is to apply an equal braking pressure at each of twodiametrically opposite points of the car-wheel, thus eliminating anundue strain and wear on the axle and to diminish the rubbing frictionon the tread of the ar-wheel.

\Vith these objects in view the invention consists in the details ofconstruction and combination of elements hereinafter set forth, and thenspecifically designated by the claims.

In the accompanying drawings, Figure 1 shows the general arrangement ofthe wheels of a railroad-car truck and the means for attaching myinvention thereto. It is a sectional view taken on the line A B, Fig. 2,and partly on the line (,1 D, Fig. 3, looking in the direction of thearrow in each instance. Fig. 2 is the top view of the wheels of a truckand illustrates more fully the brake and its operating mechanism. Fig. 3is an elevation corresponding to Fig. 2 looking in the direction of thearrow. Fig. 4. is a diagram to clearly set forth the operation of thebrake.

Throughout the different figures similar parts are referred to bysimilar numerals.

in carrying out my invention as here embodied 1 represents the wheels ofa truck, on the axle 2 of which are mounted, by means of journals, thelevers 3, the two arms of each of the latter extending to equaldistances on each side of the center of the axle and each arm holdingnear its outer extremity and in a yielding position by means of spring12 a sliding box 4: to support the shafts 5 and 6.

On these shafts are mounted, respectively, upper friction-rollers T andlower frictionrollers 8 in such positions that the centers of theircylindrical surfaces are directly over the centers of the rails 9. Byunfastening of caps 23 the levers 3 can easily be removed from the axle,and they are secured from move.- ment along the axle by collars 2.

A friction-plate is represented by 10, which may be either rigidly oryieldingly attached to any framework outside of the car-wheel; but asthe method of attaching this plate may be varied in wide limits I do notclaim any particular construction. Hence the parts represented byreference characters 10, 11, and 18 do not form a part of myspecification, but are given to illustrate my purpose.

To the shafts 5 are pivotally connected the yokes '13. To one of theseyokes is pivoted one end of the rod 14:, to the other yoke one end ofthe rod The other ends of rod 1% and rod 15 are pivoted to bar 16, andmidway between them is pivoted the rod 17, which latter is connected towhatever appliance may be used to furnish the power for operating thebrake.

\Vhcn it is desired to apply the brake, rod 17, Fig. 1, is pulled in thedirection of the arrow until friction-roller 7 and friction-roller 8,Fig. 4, occupy, respectively, the positions indicated by the dottedcircles 7" and 8. Before reaching this final position friction-roller Twill have come in contact with plate 10, as indicated by the dottedcircle '7, and frictionroller 8 will have come in contact with rail 9,as indicated by the dotted circle 8. In this position when wheel 1 issupposed to rotate in the direction of arrow 19 friction-roller 7 willbe stationary, while friction -roller 8, touching rail 9, will rotate inthe direction of the arrow near its circumference. This will continueuntil friction-roller T and frictionroller 8 reach the position ofdotted circles 7" and 8". Now friction-roller 7" is in contact withwheel 1, which causes friction-roller 7" to rotate in the direction ofthe arrow shown near its circumference. At the same time friction-rollerT" is also in contact with plate 10; but the pull exerted by yokes 13 isgreater than the pressure exerted by spring 11, so

that friction-roller 7 is in rolling contact with car-wheel 1 and insliding contact with plate 10, this latter tending to diminish the speedof rotation of friction-roller 7 and consequently of car-wheel 1. Assoon as roller 7 comes to the position of dotted circle 7 roller 8 comesto the position roller 8*, and as there exists a greater pressure(caused by the spring 12) between roller 8 and rail 9 than there existsbetween roller 8 and car-wheel 1 the direction of rotation of 8 ismaintained and is opposite to the direction of rotation of car-wheel 1at their line of contact. Hence there exists a sliding contact betweenroller car-wheel 1.

An essential feature is that the direction of rotation of car-wheel 1relatively to the position of the center line joining roller 7 androller 8 be as is shown by the arrow 19, so that car-wheel 1 shall nothave a tendency to wedge friction-roller 7 against plate 10 nor roller 8against 9. When car-wheel l rotates in the direction represented byarrow 21, the device must be attached so that roller 7 and roller 8,Fig. 4c, occupy, respectively, the positions shown by dotted circles 22and 23, the operating mechanism being attached relatively as before.

It will be seen that the details of construction as here shown could bevaried within certain limits. Hence I do not confine myself to exactlythis construction, but imply such modifications of details as properlycome within the spirit and scope of the invention.

Having thus fully described my invention, what I claim as new and usefulis 1. In a railroad-brake system the combination of twofriction-rollers, located (relatively to the car-Wheel) diametricallyopposite to each other, with means for bringing said rollerssimultaneously into contact with the tread of the car-wheel and alsowith independent stationary surfaces, substantially as set forth and forthe purpose specified.

2. In a railroad-brake system, the combination of a plane frame,centrally journaled on the car-wheel axle, with two pairs offrictionrollers, one such roller being pivoted near each corner of saidframe, the cylindrical face of said roller being made to engage with thetread of the car-wheel substantially as set forth.

3. In a railroad-brake system, the combination of a pair offriction-rollers with a shaft movably held in the correspon dingextremities of rigid levers, centrally journaled, substantially as setforth.

4:. The combination of a rigid lever, centrally journaled as a fulcrum,with a sliding box near each of its two extremities, said boxes beingyieldingly held in place by springs, substantially as set forth.

5. The combination of one or more frictionrollers with means forbringing the same into contact simultaneously with the tread of a wheelof a car-truck and friction-surfaces independent of said wheel; andmeans for normally holding said friction-rollers out of contact withsaid car-wheel, substantially as set forth.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

EDWARD A. WAGENER.

Witnesses:

51:0. F. MAIL, W. H. LETT.

